EP1022479B1 - Clutch pressure control for improved transmission engagements and shifts - Google Patents
Clutch pressure control for improved transmission engagements and shifts Download PDFInfo
- Publication number
- EP1022479B1 EP1022479B1 EP00300250A EP00300250A EP1022479B1 EP 1022479 B1 EP1022479 B1 EP 1022479B1 EP 00300250 A EP00300250 A EP 00300250A EP 00300250 A EP00300250 A EP 00300250A EP 1022479 B1 EP1022479 B1 EP 1022479B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- torque
- clutch engagement
- hydraulic fluid
- viscous
- relatively
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/68—Inputs being a function of gearing status
- F16H59/72—Inputs being a function of gearing status dependent on oil characteristics, e.g. temperature, viscosity
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/0437—Smoothing ratio shift by using electrical signals
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Description
- This invention relates generally to automotive vehicles in which an engine delivers torque to driven wheels via a transmission having a clutch whose engagement pressure is controlled by a control signal. More specifically it relates to improvements in transmission clutch engagement pressure control during conditions when hydraulic fluid that interfaces driving and driven elements of the clutch is relatively more viscous, such as during vehicle warm-up.
- Certain vehicle transmissions employ "wet" clutches in which hydraulic fluid interfaces driving and driven clutch members. It has been observed that engine torque requirements can be significantly larger when the hydraulic fluid is relatively more viscous, such as at initial clutch engagement after engine starting. Hydraulic fluid is generally more viscous at lower temperatures (at and below 10° C - 20° C for example), and so viscous effects may become more pronounced at lower temperatures. As temperature increases, hydraulic fluid becomes less viscous; consequently, viscous effects on a wet clutch tend to dissipate with increasing temperature. In extreme conditions, viscous effects may sufficiently influence torque production that engagement of a wet clutch can cause noticeably poor shifting and engagement, and perhaps even engine stalling.
- Several approaches to the problem of compensating viscosity torque have modeled torque production in order to deduce desired graph plots of torque and clutch engagement pressure during clutch engagement. Results can be stored in the form of pressure vs. torque curves parameterized by variables such as temperature and initial change in rotational speed. However such approaches may be deemed somewhat complex and still subject to some degree of uncertainty due to unit-to-unit variability.
- A preliminary novelty search in connection within this invention developed the following U.S. Patent Nos. 4,509,124; 4,779,489; 5,024,125; 5,050,451; 5,058,014; 5,216,606; 5,307,269; 5,558,597; 5,692,911; and 5,743,826. Also developed were Japan patent publication Nos: 40103515153 (February 1989) and 405272555 (October 1993).
- JP-A-02159420 discloses a vehicle with a clutch whose pressure is controlled in response to a control signal and which operates via a hydraulic fluid interface to cause relatively larger torque to be imposed on the engine during clutch engagement when the fluid is relatively more viscous and relatively smaller torque to be imposed during clutch engagement when the fluid id relatively less viscous.
- The present invention relates to improvements in clutch engagement pressure control that are effective to reduce the influence of hydraulic fluid viscosity in a wet clutch during engagements that occur when the hydraulic fluid that interfaces driving and driven clutch elements is relatively more viscous, such as at first engagement after starting an engine and/or at relatively lower temperatures.
- The invention provides in an automotive vehicle having an engine that delivers torque to driven wheels) via a drivetrain that has a selectively engageable and disengageable clutch comprising a mechanism that engages in response to clutch engagement pressure that is a function of a control signal, the mechanism including a hydraulic fluid interface through which torque is transmitted and which causes relatively larger torque to be imposed on the engine during clutch engagement occurring when the hydraulic fluid is relatively more viscous and relatively smaller torque to be imposed on the engine during clutch engagement occurring when the hydraulic fluid is relatively less viscous, a method for securing closer correspondence between torque imposed on the engine during clutch engagement that occurs when the hydraulic fluid is relatively more viscous and torque imposed on the engine during clutch engagement that occurs when the hydraulic fluid is relatively less viscous, the method comprising:creating a model that defines torque imposed on the engine during an engagement that occurs when the hydraulic fluid is relatively more viscous; selecting a torque value for use in calculating a reduction in clutch engagement pressure that will secure closer correspondence between torque imposed on the engine during a clutch engagement that occurs when the hydraulic fluid is relatively more viscous and torque imposed on the engine during a clutch engagement that occurs when the hydraulic fluid is relatively less viscous; calculating the clutch engagement pressure reduction ΔP for the selected torque value; and adjusting the control signal as a function of the calculated clutch engagement pressure reduction ΔP; characterised in that the step of calculating the clutch engagement pressure reduction ΔP for the selected torque value comprises calculating a torque reduction Δτ by subtracting from total torque τ a torque equal to the product of P, Af, and µf where P is an initial pressure based on a desired torque and a neglect of viscous effects at the interface, Af is the effective friction area of the clutch, and µf is the corresponding coefficient of friction, and then calculating the corresponding clutch engagement pressure reduction ΔP using Δτ.
- In a clutch in which the engagement pressure is controlled by a control signal, the improvements are preferably created by attenuating the control signal for engagements that occur under such conditions. More specifically, where the control signal is an electric one, it is attenuated by employing an algorithm that calculates a reduction in clutch engagement pressure.
- The invention also provides in an automotive vehicle having an engine that delivers torque to driven wheels via a drivetrain that comprises a selectively engageable and disengageable clutch comprising a mechanism that engages in response to clutch engagement pressure that is a function of a control signal, the clutch including a hydraulic fluid interface through which torque is transmitted and which causes relatively larger torque to be imposed on the engine during clutch engagement occurring when the hydraulic fluid is relatively more viscous and relatively smaller torque to be imposed on the engine during clutch engagement occurring when the hydraulic fluid is relatively less viscous, a system for securing closer correspondence between torque imposed on the engine during clutch engagement that occurs when the hydraulic fluid is relatively more viscous and torque imposed on the engine during clutch engagement that occurs when the hydraulic fluid is relatively less viscous, the system comprising: a processor that provides the control signal, the control signal having a pressure versus time characteristic that has a rising portion and a falling portion, the processor adapted to: create a model that defines torque imposed on the engine during an engagement that occurs when the hydraulic fluid is relatively more viscous; select a torque value for use in calculating a reduction in clutch engagement pressure that will secure closer correspondence between torque imposed on the engine during a clutch engagement that occurs when the hydraulic fluid is relatively more viscous and torque imposed on the engine during a clutch engagement that occurs when the hydraulic fluid is relatively less viscous; calculate the clutch engagement pressure reduction ΔP for the selected torque value; and adjust the control signal as a function of the calculated clutch engagement pressure reduction ΔP; characterised in that: the step of calculating the clutch engagement pressure reduction ΔP for the selected torque value comprises calculating a torque reduction Δτ by subtracting from total torque τ a torque equal to the product of P, Af, and µf where P is an initial pressure based on a desired torque and a neglect of viscous effects at the interface, Af is the effective friction area of the clutch, and µf is the corresponding coefficient of friction, and then calculating the corresponding clutch engagement pressure reduction ΔP using Δτ. The processor further includes an addition branch for shaping the control signal during the rising portion, a subtraction branch for shaping the control signal during the falling portion, and a summing junction for algebraically summing the signal outputs of the addition and the subtraction branches
- Other general and more specific aspects will be set forth in the ensuing description and claims.
- The invention will now be described further, by way of example, with reference to the accompanying drawings, in which:
- Figure 1 is a diagrammatic view of a chassis of an automotive vehicle embodying principles of the present invention;
- Figure 2 is a first generalized graph plot useful in explaining the inventive principles;
- Figure 3 is a second generalized graph plot useful in explaining the inventive principles;
- Figure 4 is a schematic block diagram of a representative hardware implementation of the inventive principles; and
- Figure 5 is a flow diagram of a representative software process for executing an algorithm according to inventive principles.
- Figure 1 shows an example of a chassis of an
automotive vehicle 10 incorporating principles of the present invention. It should be understood that the illustration of the Figure is intended to be representative of any of various chassis configurations and not necessarily limited to the rear wheel drive configuration that happens to be shown. -
Vehicle 10 comprises aninternal combustion engine 12 that delivers torque to drivenrear wheels 14 through adrivetrain 16. Drivetrain 16 includes atransmission 18 having an input coupled to a power output shaft ofengine 12 and an output that is coupled through adriveshaft 20 and arear axle 22 towheels 14. - An example of
transmission 18 is a multi-gear transmission which contains an automatic shift mechanism providing various drive ratios betweenengine 12 andwheels 14. Power flow throughtransmission 18 passes through an internal clutch or band mechanism having selectively engageable driving and driven members. When the clutch is engaged, engine torque is delivered through the clutch in a particular drive ratio towheels 14. When the clutch is disengaged, no engine torque is delivered towheels 14. - Certain transmissions employ "wet" clutches in which hydraulic fluid interfaces the driving and driven clutch members. The present invention is a result of a recognition that the hydraulic fluid interface can create a significant addition to torque imposed on an engine during times when hydraulic fluid is relatively more viscous, although the particular physical phenomena that give rise to such viscous torque may not be fully understood. Such conditions include relatively lower temperatures and first clutch engagements after starting an engine. As the hydraulic fluid heats up, and after first engagement, reduced viscosity of hydraulic fluid at the interface between driving and driven clutch members imposes less torque on an engine.
- The effect of viscosity torque can be observed graphically, as in Figure 2. The graph plot labeled "old" is representative of a first clutch engagement. During that engagement process, torque increases to a peak and then decays to a fairly steady value in response to clutch engagement pressure represented by the graph plot labeled "old" in Figure 3. Clutch engagement pressure is applied by any suitable mechanism, which may be electromechanical or electrohydraulic by way of example. Such a mechanism produces an engagement pressure output that is a function of an input control signal, an electric control signal for example. Varying the electric control signal varies the clutch engagement pressure.
- The graph plot labeled "new" in Figure 2 represents a torque that, as a clutch engagement is occurring, does not exceed the final steady state value as the torque load is rising. Hence unlike the graph plot labeled "old" in the same Figure, the "new" torque graph plot avoids creating torque overshoot as the engagement proceeds. By avoiding such overshoot, improved shifting can be achieved, and possible engine stalling due to excessive viscosity torque may be avoided.
- In order to create a "new" torque characteristic like that labeled as such in Figure 2, the engagement pressure is controlled in accordance with a corresponding graph plot labeled "new" in Figure 3. Certain aspects of the inventive principles relate to development of that graph plot for controlling engagement pressure, and it therefore now becomes appropriate to consider Figures 4 and 5.
- Figure 4 discloses in block diagram form the organization and arrangement of an
electronic control 40 that forms a model for developing an electric signal input that can control clutch engagement pressure in the manner desired.Control 40 comprises anaddition branch 42, asubtraction branch 44, and asumming junction 46.Addition branch 42 comprises the representative functions shown inblocks Subtraction branch 44 comprises the representative functions shown inblocks branches junction 46. That algebraic summation is passed through alimiter 48 to alow pass filter 50 whose output is then amplified by anamplifier 52. The ability ofcontrol 40 to provide a model capable of developing desired engagement pressure that can reduce the effect of viscosity torque has been demonstrated by actual testing. - Development of a successful clutch engagement pressure control
strategy utilizing control 40 is premised on certain relationships and assumptions. One relationship is that total torque is equal to the sum of asperity torque and viscous torque. An initial assumption, for implementing the disclosed strategy, is that 100% of the torque is "asperity" (i.e., non-viscous) torque. Utilizing that assumption and the relationship:
an additional torque is calculated based on the model, and so is a decrease in clutch engagement pressure from an initial pressure using the relationship:
where τt is the total torque, τa is the asperity torque, Δτ is the additional torque from the model, Af is the effective friction area of the clutch, and µf is the corresponding coefficient of friction. ΔP is subtracted from the initial pressure to create an attenuated pressure that, as applied for clutch engagement, would result in lower torque. - Figure 5 shows a flow diagram 58 of an algorithm executed by an associated processor to perform the calculations just mentioned, as represented by
steps step 68 tests the calculation ofstep 66 to assure that the result exceeds some minimum pressure Pmin. If the result does not exceed that minimum, then Pmin is the applied engagement pressure. - Because it is an electric signal that represents the calculated pressure that is to be applied for the engagement, a
step 70 calculates an appropriate reduction for that signal, a voltage reduction ΔDC, to be subtracted from an initial voltage DCold to which the initial pressure corresponded. Asubtraction step 72 performs the subtraction to yield a result DCnew as the signal applied for engagement. The torque τm resulting from application of the signal DCnew is either measured, or estimated from an overall powertrain model, at astep 74. A measurement of the torque τm may comprise several measurements taken over a time interval. - A
step 76 then computes the absolute value of the difference between the measured, or estimated, torque τm and a desired torque τa. In the case of a measurement comprising several measurements taken over a time interval, step 76 may process each of the several measurements individually to ascertain several absolute values, each of which is compared to a defined amount ε. This concept can be further extended to include appropriate mathematical norms, such as H2 and L1. If no absolute value calculation exceeds the defined amount, then the algorithm does not iterate because a suitable engagement pressure for producing desired torque has been obtained. On the other hand, if an absolute value is less than the defined amount, then the algorithm does iterate, using a new total torque value τt. - The algorithm iterates until eventually step 76 is satisfied. In this way the torque may be controlled during high fluid viscosity conditions. During the process, the maximum total torque should approximate the maximum total torque occurring after the vehicle has been warmed up and the fluid is less viscous.
Claims (6)
- In an automotive vehicle (10) having an engine 12) that delivers torque to driven wheels (14) via a drivetrain (16) that has a selectively engageable and disengageable clutch comprising a mechanism that engages in response to clutch engagement pressure that is a function of a control signal, the mechanism including a hydraulic fluid interface through which torque is transmitted and which causes relatively larger torque to be imposed on the engine during clutch engagement occurring when the hydraulic fluid is relatively more viscous and relatively smaller torque to be imposed on the engine during clutch engagement occurring when the hydraulic fluid is relatively less viscous, a method for securing closer correspondence between torque imposed on the engine during clutch engagement that occurs when the hydraulic fluid is relatively more viscous and torque imposed on the engine during clutch engagement that occurs when the hydraulic fluid is relatively less viscous, the method comprising:creating a model that defines torque imposed on the engine during an engagement that occurs when the hydraulic fluid is relatively more viscous;selecting a torque value for use in calculating a reduction in clutch engagement pressure that will secure closer correspondence between torque imposed on the engine during a clutch engagement that occurs when the hydraulic fluid is relatively more viscous and torque imposed on the engine during a clutch engagement that occurs when the hydraulic fluid is relatively less viscous;calculating the clutch engagement pressure reduction ΔP for the selected torque value; andadjusting the control signal as a function of the calculated clutch engagement pressure reduction ΔP;
characterised in that:the step of calculating the clutch engagement pressure reduction ΔP for the selected torque value comprises calculating a torque reduction Δτ by subtracting from total torque τ a torque equal to the product of P, Af, and µf where P is an initial pressure based on a desired torque and a neglect of viscous effects at the interface, Af is the effective friction area of the clutch, and µf is the corresponding coefficient of friction, and then calculating the corresponding clutch engagement pressure reduction ΔP using Δτ. - A method as claimed in claim 1, in which the step of calculating the corresponding clutch engagement pressure reduction ΔP comprises dividing the torque reduction Δτ by the product of Af and µf.
- A method as claimed in claim 2, including the steps of determining torque resulting from application of the reduced pressure, and comparing the determined torque to a desired torque.
- A method as claimed in claim 3, including iterating the recited steps using a new calculated value for total torque τ.
- A method as claimed in claim 3, in which the step of determining torque resulting from application of the reduced pressure comprises measuring torque resulting from application of reduced pressure.
- In an automotive vehicle having an engine that delivers torque to driven wheels via a drivetrain that comprises a selectively engageable and disengageable clutch comprising a mechanism that engages in response to clutch engagement pressure that is a function of a control signal, the clutch including a hydraulic fluid interface through which torque is transmitted and which causes relatively larger torque to be imposed on the engine during clutch engagement occurring when the hydraulic fluid is relatively more viscous and relatively smaller torque to be imposed on the engine during clutch engagement occurring when the hydraulic fluid is relatively less viscous, a system for securing closer correspondence between torque imposed on the engine during clutch engagement that occurs when the hydraulic fluid is relatively more viscous and torque imposed on the engine during clutch engagement that occurs when the hydraulic fluid is relatively less viscous, the system comprising:a processor that provides the control signal, the control signal having a pressure versus time characteristic that has a rising portion and a falling portion, the processor adapted to:create a model that defines torque imposed on the engine during an engagement that occurs when the hydraulic fluid is relatively more viscous;select a torque value for use in calculating a reduction in clutch engagement pressure that will secure closer correspondence between torque imposed on the engine during a clutch engagement that occurs when the hydraulic fluid is relatively more viscous and torque imposed on the engine during a clutch engagement that occurs when the hydraulic fluid is relatively less viscous;calculate the clutch engagement pressure reduction △P for the selected torque value; andadjust the control signal as a function of the calculated clutch engagement pressure reduction △P;
characterised in that:the step of calculating the clutch engagement pressure reduction ΔP for the selected torque value comprising calculating a torque reduction Δτ by subtracting from total torque τ a torque equal to the product of P, Af, and µf where P is an initial pressure based on a desired torque and a neglect of viscous effects at the interface, Af is the effective friction area of the clutch, and µf is the corresponding coefficient of friction, and then calculating the corresponding clutch engagement pressure reduction ΔP using Δτ,the processor further including an addition branch (42) for shaping the control signal during the rising portion, a subtraction branch (44) for shaping the control signal during the falling portion, and a summing junction (46) for algebraically summing the signal outputs of the addition and the subtraction branches (42,44).
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US235790 | 1999-01-22 | ||
US09/235,790 US6070119A (en) | 1999-01-22 | 1999-01-22 | Clutch pressure control for improved transmission engagements and shifts |
Publications (3)
Publication Number | Publication Date |
---|---|
EP1022479A2 EP1022479A2 (en) | 2000-07-26 |
EP1022479A3 EP1022479A3 (en) | 2001-08-08 |
EP1022479B1 true EP1022479B1 (en) | 2006-03-08 |
Family
ID=22886926
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP00300250A Expired - Lifetime EP1022479B1 (en) | 1999-01-22 | 2000-01-14 | Clutch pressure control for improved transmission engagements and shifts |
Country Status (3)
Country | Link |
---|---|
US (1) | US6070119A (en) |
EP (1) | EP1022479B1 (en) |
DE (1) | DE60026450T2 (en) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19639376C1 (en) * | 1996-09-25 | 1998-03-26 | Daimler Benz Ag | Automatically controlled clutch |
DE10102874A1 (en) * | 2000-11-17 | 2002-06-06 | Zf Sachs Ag | coupling system |
Family Cites Families (17)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6049793B2 (en) * | 1981-03-30 | 1985-11-05 | 日産自動車株式会社 | Lock-up control device for lock-up automatic transmission |
JPS6317123A (en) * | 1986-07-09 | 1988-01-25 | Toyota Motor Corp | Control method for four wheel drive device |
US4779489A (en) * | 1986-06-27 | 1988-10-25 | Borg-Warner Automotive, Inc. | Control system for controlling transmission fluid pressure |
JPH0297761A (en) * | 1988-09-30 | 1990-04-10 | Aisin Seiki Co Ltd | Electronically controlled automatic transmission |
JPH0756307B2 (en) * | 1988-12-14 | 1995-06-14 | 日野自動車工業株式会社 | Wet clutch controller |
JPH02266158A (en) * | 1989-04-07 | 1990-10-30 | Mazda Motor Corp | Shift controller for automatic transmission |
US5307269A (en) * | 1989-04-12 | 1994-04-26 | Zexel Corporation | Method for correcting clutch control data in accordance with disk temperature |
US5216606A (en) * | 1989-12-26 | 1993-06-01 | General Motors Corporation | Compensated control method for filling a fluid-operated automatic transmission clutch |
US5050451A (en) * | 1990-10-01 | 1991-09-24 | Eaton Corporation | Transmission lubricant temperature/viscosity determination method/apparatus |
JP3250839B2 (en) * | 1992-03-26 | 2002-01-28 | 株式会社小松製作所 | Control method of clutch oil pressure |
JP3112569B2 (en) * | 1992-06-25 | 2000-11-27 | ジヤトコ・トランステクノロジー株式会社 | Transmission control device for automatic transmission |
JP2962111B2 (en) * | 1993-07-26 | 1999-10-12 | トヨタ自動車株式会社 | Hydraulic control device for automatic transmission |
JP3244209B2 (en) * | 1994-05-20 | 2002-01-07 | マツダ株式会社 | Hydraulic control device for automatic transmission |
DE19601555B4 (en) * | 1995-01-18 | 2004-07-15 | Mitsubishi Jidosha Kogyo K.K. | Gear change control device for an automatic transmission |
JP2924711B2 (en) * | 1995-05-12 | 1999-07-26 | アイシン・エィ・ダブリュ株式会社 | Control device for automatic transmission |
JP3853858B2 (en) * | 1995-05-24 | 2006-12-06 | 株式会社デンソー | Hydraulic control device for automatic transmission |
US5692911A (en) | 1996-03-27 | 1997-12-02 | Electronic Products, Inc. | Flexible electrical test fixure for integrated circuits on prototype and production printed circuit boards |
-
1999
- 1999-01-22 US US09/235,790 patent/US6070119A/en not_active Expired - Fee Related
-
2000
- 2000-01-14 EP EP00300250A patent/EP1022479B1/en not_active Expired - Lifetime
- 2000-01-14 DE DE60026450T patent/DE60026450T2/en not_active Expired - Fee Related
Also Published As
Publication number | Publication date |
---|---|
US6070119A (en) | 2000-05-30 |
DE60026450D1 (en) | 2006-05-04 |
EP1022479A2 (en) | 2000-07-26 |
DE60026450T2 (en) | 2006-08-24 |
EP1022479A3 (en) | 2001-08-08 |
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